Who else can hear the old school kitchen timer lol with all of the epically cool things at his disposal a good old fashioned timer is his go to and I salute him for it🇺🇲
Great explanation it points out just how many things that have to play nice with each other to not detonate. For years I have tried to explain and you have done it. Geez from running a 5.0l Mustang at Texas Motor Speedway in the early 90’s with head gaskets I sent you from FEL-PRO Performance. Have a great New Year. MC
Sure did I don’t remember if it was wire ring or Graphite which worked great with a Dart iron head. Jon Bennett I was working with too he was making 700 hp gave me great feed back on his fuel system back then 110 in the tank and a much bigger pusher on the frame. I think that was before I designed the Loc-Wire gaskets. Those AR AMB heads only had a deck thickness same as E7 Ford passenger HO 5.0 heads. They flexed so bad the loc-wire jumped out of the groove on one guys engine.
Great video Richard thx. I geuss ultimately if you can understand the exact knock level of any particular engine/fuel package you can take full advantage of it to run maximum timing, leanest afr to make the most Hp at that moment.
Richard the one thing that I noticed is. You do a lot of Dyno stuff. Dynamic compression does make a huge difference as soon as you put it in front of a 3400lb vehicle. Huge camshafts and lower compression will still make numbers. Put it in a car and you will see why head cam and piston combinations will make all the difference in a car. I picked up a full second Taking the same cam specs (740hp peak numbers) and reducing the lobe separation from 114 to 109 on a 15’ headed 427 sb ford (15.1 compression engine). When the car weighs 3600lbs running 11.50s with 740hp Dyno engine is not soo amazing.
Very interesting and informative. Kinda like the chicken or egg. Which is better. Hey you had a video about camming a 5.7 hemi. I have a 2006 5.7 in my truck, everything is stock. But I'd like to get low end and midrange torque. I tow a heavy boat. Any cams you might recommend. How about tuners you like.
Is it worth building a budget 302 stock block with a 331 stroker with 10 pounds of boost would it be reliable 600hp and is it worth it put in a valley girdle on it. Your show is very knowledgeable love watching them thanks
Another thing is, you have to look at parts (iron heads vs aluminum heads, quench ,inconel vs stainless, polished chambers, chamber shape, piston coatings, octane, dynamic compression, colder plugs, direct injection vs standard injection) is giving you a wider tuning window.. I test on 200mph+ lt4/5s corvettes and getting an engine to live at over 1000whp for over 30k+ miles is a feat, lots of data.
One of the big changes with compression ratio, VE and camshaft selection was from a single direction albeit non linear function of ignition timing pre programmable ignition systems, meaning you could either set a static timing that suited the most susceptible cylinder pressure event point and everywhere else just had to make do or you had a non linear curve which may or may not have been ideal, along comes programmable where you can retard timing at any point anytime, any condition to avoid excessive cylinder pressure according to the fuel octane along with knock sensing so now cylinder VE is able to be increased way beyond traditional levels hence the current HP wars, also Enhanced by data acquisition/ monitoring etc , if you look at VE and direct relationships to HP why does a say 4.8L LS boosted produce 800+ hp when dynamic compression due to increased VE far exceed that of a high comp na combination but not destroy it self with detonation every time, it about managing peak cylinder pressures relative to fuel properties of flame travel speed, pressure rise rate etc and the ability to custom tailor these factors
The stitch it on yourself leather steering wheel wraps are a great upgrade. Looks great, not bulky, Just takes some patience. Did that on my 275k mile Accord when the wheel finally got too beat up and nasty
Richard my ls-2 402 9-1 makes 165 - 170 cranking press, does this seem high for dynamic pressure. 12 lbs. boost 93 octane? Not sure if I'm asking this right.
A little to the left, do you know of an add on knock sensor? I had info on a head set you could build to listen to it but lost the info. Thanks for your information. Cranking psi question @ what RPMS???? No one checks rpm.
Richard thanks for all you do. Question, stock 2:03 block, scat 347 kit ,afr185 ,11 to 1 comp. Comp extreme 274 or xhi 236 cam. Will it run on pump gas? Oh tuning with mspnp2.
Does anyone know of a dual carb dual plane intake that will bolt to a gen 5 454? I'm looking to keep the power in the lower rpm range and run 2 sniper efi setups. Part number or link would really be appreciated. Thanks.
Mt. Richard, I have been trying to tune my 70 Pontiac Lemans for a while. Ping ping ping run so rich jh cloth stink! I identified the motor today and the 350 is a 69 350 xu 330 Hp with 12.5. 1 ... 48 heads Does it sound like the total timing will need to be lowered? Thank you, in advance to any one that can help me out with some ideas. I'm learning so please don't bite
@@richardholdener1727 I apologize for the incorrect statement with the incorrect compression numbers. The identification of the 1969 PONTIAC MOTOR checks out to be the 350 block code XU, 48 Heads with 10.75 compression. Rated at 330 Hp with 4bbl quadrajet the camshaft is a 744 with the automatic TH 350. It hates pump gas ping, ping, ping she stinks from burning too Rich. The distributor is great! And helped elimate poor timing (Progression) is the name. if I lower the total timing to 25 degrees or even less it runs but is gutless. If the motor were strong maybe newer, then may I assume I may need a different cam plus heads to lower the compression plus more moderazation? Thank you for your patience, Blake
Richard is the workhorse of the performance auto world. Richard you need to pick the brain of David Vizard. We need to pass on his knowledge and yours!
As E 85 runs between 50% up to 85% ethanol, I don't believe your go to fuel of E 85 is a fair horsepower test. In the real world, not California, we use 91 octane premium gas. Also, as ethanal has half the calorie value of gasoline, gas mileage of E 85 will be considerably less, in the region of 25% less, depending on the blend. It may be cheaper per gallon, but with reduced mileage, dollars saved becomes a wash. To be more honest in horsepower numbers, 91 premium should be considered the bench mark fuel for dyno testing. Adding water/meth injection when using 91 octane gas would definitely be more useful... Just saying..
Over 50 years ago, there were devices which could measure the cylinder pressures with the engine running under load. They were hugely expensive then and I would suspect they have greatly improved and possibly come down in price over the years. Such devices are the truth tells for the subjects here.
Cylinder pressure indicators go back to steam engine days in the 1800's. Modern technology uses piezoelectric sensors that are not terribly expensive by themselves, but a lot of other instruments are needed to get data that is useful. A crankshaft encoder with half-degree resolution is needed to phase the cylinder pressure waveform to engine rotation. A calibration cart is needed to read the sensitivity of the transducer and to check for drift. Computer and specialized software, too.
